Railway truck



Jan. 19, 1932. D. s. BARRows 1,842,307

Y RAILWAY TRUCK Filed Maron 27, 1929 s sheets-sheet J l plm Jan. 19, 1932. D. s. BARRws RAILWAY TRCK Filed March 27', 1929 3 Sheets-Sheet 2 .0000/0051 ar/"an/ Jan. 19, 1932. D. s. BARRows RAILWAY TRUCK Filed March 27, 1929 3 She'ets-Sheet 3 Patented Jan. 1.9, 1F32 UNITED STATES PrrlaN'lf-ori-lcsI DONALD S. BARROWS, OF ROCHESTER, NEW YORK, ASSIGNOB TO THE GOULD COUPLEB COMPANY, OF NEW YORK, N. Y., A CORPORATION OF MABYLAND nnILwAY 'rmrcx Application led Iarch' 27, 1929. Serial No. 350,232.

This invention relates to railway' trucks and, more particularly, to increasin the capacity thereof by substituting a friction cushioning unit for one or more bolster 5 spring umts.

The principal object of my invention, generally considered, is to provide a friction unit preferably associated with the ordinary spring units for supporting a bolster from an associated side frame, whereby the capacity of the truck is increased, while at the same time, said friction unit is adapted to act as a snubber or dampener of the spring reaction for preventing excessive rolling of the associated car body.

Another object of my invention is to provide a bolsterfriction unit or cushioning device particularly adapted for use with ordinary bolster springs for increasing the capacity of a nest of springs, which device preferably comprises a pair of housings or end casings provided with inclined friction surfaces and interlocking with intermediate friction members or shoes between which are disposed resilient means preferably comprising plate springs which urge the shoes apart into engagement with the friction surfaces on the end housings.

A further object of my invention is to provide a friction unit for increasing the capacity of a nest of springs for supporting a bolster, said bolster being cored, if desired, to form the upper or top housing of the friction unit.

A still further object of my invention is to provide a friction unit adapted for use with ordinary bolster springs for increasing the capacity thereof, said unit having an upper housing or casing, the upper surface of which is indented to function as the bot tom plate of a device adapted to support rollers or other anti-friction means upon which the associated bolster is adapted to move laterally vof the frame. 45' Other objects and advantages of the invention relating to the particular arrange-- ment and construction of the various parts will become apparent as the description proceeds.

Referring to the drawings illustrating my invention, the scope whereof is defined by the appended claims,

Figure 1 is a fragmentary side elevation of a truck embodying one form of my friction unit for supporting an associated bolster and increasing the capacity of a nest of bolster springs.

Figure 2 is a plan of the nest of springs shown in Figure 1.

Figure 3 is a plan of the friction unit of Figures 1 and 2 removed from the frame and shown partly in horizontal section on the line 3--3 of Figure 5 looking in theA direction of the arrows.

Figure 4 is a vertical sectional view of the friction unit on the line 4-4 of Figure 2 looking in the direction of the arrows.

Figure 5 is a vertical sectional view "nf the friction unit on the line 5-5 of Figure 3 looking in the direction of the arrows, one of the friction shoes being shown in side elevation.

Figure 6 is an end elevational view of the friction unit, portions of the up er and lower housings or casings being s own in vertical section on the line 6-6 of Figure 5 looking in the direction of the arrows.

Figure 7 is a vertical sectional view of a bolster and associated friction unit taken on the longitudinal center line of the associated side frame and illustrating another embodiment of my invention.

Figure 8 is a vertical sectional view on the line 8 8 of Figure 7 looking in the direction of the arrows.

Figures 9 and 10 are views corresponding respectively to Figures 7 and 8 but showing another embodiment of my invention.

Referring to the drawings in detail, like parts being designated by like reference characters, and first considering the embodiment of my invention illustrated in Figures 1 to 6 inclusive, there is shown a portion of a railway truck 1 involving a pair of side frames 2, only a fragmentary portion of one of which is illustrated. Each side frame preferably comprises a compression number 3, a tension member 4, and bolster guide columns 5 spacing intermediate portions of said members leaving a window 100 or bolster opening 6 there-between. The frame illustrated is one of the double truss tvpe such as described -and claimed in my Iatent N o. 1,652,808 of December 13. 1927. It is obvious that I do not wish to be limited to the exclusive. use of my invention with such a type of frame. In accordance with said patent, the frame 2 has diagonal remforcing members orportions 7 cutting acrossthe lower corners of the window opening 6 and being formed as upward embossments of the spring plank seat portion 8 or upper web of the tension member 4 disposed along the longitudinal center line of the frame and preferably extending from intermediate portions of the upper web 8 or adjacent the central portion thereof upwardly and longitudinally of the frame to join and pass beyond the bolster guide columns 5 as more completely described in my patent referred to.

In order to provide adequate spring seating area for the bolster springs, the upper web 8 of the tension member 4 is preferably laterally widened beyond the flanges or upright webs 9 of the tension member and reinforced by preferably triangular webs or gussets 10, as illustrated particularly' in Figure 1, and as more fully disclosed in my patent. Resting on the upper web 8 of the tension member, which forms the spring plank seat portion is a spring plank 11, which is preferably formed to correspond generally with the spring plank of the patent referred to, that is, it is upwardly corrugated or embossed, as indicated at 12, to accommodate the diagonal reinforcing portions 7 of the frame and resulting in an inter-locking connection between said spring plank and the associated frame. Although only one end of the spring plank is illustrated, it will be understood that the other end may be correspondingly formed for interlocking with the other side frame of the truck.

The spring plank 11 may accommodate a spring plate 13, if desired. and said plate may be formed with upstanding spring positioning collars 14 of usual construction for properly positioning the associated spring units 15. The spring plate 13 is preferably formed with upwardly embossed portions 16 to accommodate the corresponding embosslnents 12 on the spring plank, although it is preferably partly cut away around said embossments 12 to economize in the metal used, while at the same time providing for an interlock between the plate and plank. If desired, of course, the plate may be omitted and the plank formed t0 properly position the springs, which are preferably standard bolster or G springs and may be single or double coil, in accordance with the capacity desired.

For increasing the capacity of the nest of springs 15, I preferably employ a friction unit 17 disposed centrally of the spring units 15. Although said friction unit 17 is shown disposed on the longitudinal center line of the frame and the centerline of the 'associated bolster 18, it will be understood that I do not wish to be limited to this exact position of the unit, as it may be differently arranged with respect to the springs 15 and, if desired, I may use more than one friction unit 17.

Each friction unit 17 preferably comprises a lower housing or casing 19, an upper housing or casing 20, and a pair of friction shoes 21 and 22 extending between the housings` 19 and 20 and serving to interlock said housings one with respect to the other by being formed with shoulders 23 at thends engaging corresponding shoulders or ledge portions 24 on the housings 19 and 20. Each housing is formed with friction surfaces 25 and 26 engaged by corresponding friction surfaces on the friction shoes or wedges 21 and 22.

In order to urge the shoes or wedges 21 and 22 into frictional engagement with the housings 19 and 20, resilient means preferably in the form of curved plate or leaf springs 27 are disposed therebetween and held in place by flanges 28 extending from each shoe toward the other and embracing the springs 27 while providing suliicient clearance for permitting the desired compression of the springs upon movement of the shoes toward one another, either during assembly of the parts or upon compression of the friction unit or cushioning device 17 upon the application of a load thereto. In order to provide for proper positioning of the friction unit 17 on the spring plate 13 or plank 11, the lower housing 19 is formed with notched portions 29 accommodating the upwardly corrugated portions 16 and 12 and providing an interlock with respect to said plate. In order that the upper housing 20 may correspond with the lower housing 19, the same is preferably correspondingly notched, as indicated at 30, although said notches on the upper housing when used as ,such may not perform any function, unless the upper spring plate 31, if used, i; constructed to correspond with the lower spring plate 13, in which event there will be interlocking between the corrugated portion thereof and the notches 30.

Referring now to the embodiment of my invention illustrated in Figures 7 and 8, a form is there disclosed in which the separate upper housing 20 is dispensed with and the bolster 18"L is cored upwardly, as indicated at 32, to form a downwardly opening portion 20a functioning as an upper shell or friction housing and receiving and interlocking with friction shoes or wedges 21a and 22, as in the revious embodiment.

bolster raises the position of the shoes 21L and 22 with the associated springs 27 therebetween so that thelower housing 19, when used with a frame 2 having a window opening 6a of normal size, 1s necesl sarily made taller .for the s ame sizeof the friction unit 17. This increase in depth is conveniently vproduced by forming a hollow extension 33 beneath the ousing portion 19, said extension resulting inthe desired increase in height of the lower housing member 19, and as the unit is used with\a double truss side frame, as in the first embodiment, said housingis preferably notched, as .indicated at 29a, to interlock with the associated spring plate 132l Although the friction unit 17a is shown used alone for supporting an end of the bolster 18, it will be understood that I contemplate using such a friction unit for increasing the capacity of the nest of springs, either arranged, as shown in Figure 2, or differently arranged, if desired.

Referring now to the embodiment of my invention illustrated in'Figures 9 and 10, a construction is there disclosed in'whicha friction unit 17b is employed which may be identical with the friction unit 17 of the rst embodiment, except that the lupper housing or shell 20" has its upper web extended beyond the dependingside walls 34, as indicated at 35, and suitably formed on top to `receive rollers 36 or other anti-friction'devices upon which rests the associated bolster 18", which construction permits lateral motion thereof.' In other words, instead of having the bolsterrest solidly on the upper housing or casing of the friction unit with or withoutan upper` spring plate therebetween, said bolster is provided with` a lateral motion device, the lower plate or element of which is extended to form the top opening of the friction unit, as well as preferably a top spring cap for engaging associated spring units, not shown, which spring units may be arranged around the friction unit, as illustrated particularly in Figure 2, or in some other way, if desired.

From the foregoing description taken in connection with the accompanying drawings, it will be seen that I have devised a friction unit admirablyA adapted to increase truck capacity by augmenting the strength of associated bolster spring units. On account of the capacity of such a friction unit to absorb energy, it is admirably adapted to act as a snubber or dampener of spring reaction and thereby prevent excessive rolling of an as sociated car body. It will be understood that I propose to use my friction unit either as a device separate from the associated parts or employing a bolster vwith the end modified to function as a top housing for the unit, or if used' with a lateral motion devvice to have the lower plate of such a device extended downward to function as the top housing for the friction unit and laterally extendedto function as the top plate supported by the bolster springs with which the friction unit is used. V i Although'I have illustrated and described certain preferred embodiments of my invention, it is to be understood that I do not wish to be limited to the details thereof as modifications may be made within the spirit and scope of the appended claims. s

Having now described my invention, I claim:

1. In a railway truck, in combination, a side frame comprising compression and ten# sion members spaced at intermediatel portions by bolster guide 4 columns leaving a window opening therebetween, that portion of the tension member beneath the window opening being laterally widened for supporting bolster springs, and reinforced by inclined members extending upwardly and outwardly from intermediateportions to the guide columns, a friction unit disposed between sai'd inclined members, and a plurality of spring units disposed therearound.

' 2. In a railway truck, in combination, a side frame comprising compression and tension members spaced at intermediate portions by bolster uide columns leaving a window opening t erebetween, that portion of the tension member beneath the window opening. being adapted to support bolster springs, diagonal reinforcing portions extending across the corners ofthe window opening between the tension member and bolster guide columns and disposed along the longitudinal center line of the frame, a friction cushioning unit disposed between said inclined portions, and aplurality of spring units disposed on either side thereof.

3. AIn a railway truck, in combination, a side frame comprising a compression member, a tension member, bolster guide columns spacing intermediate portions and leaving a window opening therebetween, a four unit nestof springs supported by said tension member beneath the window opening and disposed in rectangular formation, and a cushioning unit independent thereof and centrally disposed with respect thereto for increasing the capacity of said bolster springs, said cushioning unit comprising upper and lower housings opening toward one another and spring and friction elements with their corresponding ends received in said housings.

4. In arailway truck, in combination, a side frame comprising a compression member, a tension member, bolster guide columns spacing intermediate portions thereof leaving a window opening therebetween, that portion of the tension member beneath the window opening being widened for supporting bolster springs and reinforced by diagonal upward corrugations in the lower corners of the window opening along the longitudinal center line of the frame, a nest of holster springs supported by means of said tension member, and a friction unit centrally disposed with respect to the units of said nest of springs, said friction unit cornprising a lower housing upwardly indented to correspond with the corrugations for 1nterlocking with respect to said frame.

5. In a railway truck, in combination, a side frame comprising a compression member, a tension member, bolster guide columns spacing intermediate portions thereof leaving a window opening therebetween, that portion of the tension member beneath the window opening being widened to function as a spring plank seat and reinforced by diagonal upward corrugations in the lower corners of the window opening along the longitudinal center line of the frame, a spring plank resting on said seat and formed with correspondingly corrugated portions interlockingwith the corrugations in the corners of the window opening, a nest of bolster springs supported by means of said spring plank, and a friction unit centrally disposed with respect to the units of the nest of springs and comprising a lower housing indented to interlock with the associated spring plank.

6. In a railway truck, in combination, a side frame comprising compression and tension members spaced at intermediate portions by bolster guide columns leaving a window opening therebetween, that portion of the tension member beneath the window opening being widened to provide for supporting an associated spring plank, diagonal reinforcing portions extending across the corners of the window opening between the tension member and bolster guide columns and disposed along the longitudinal center line of the frame, a spring plank rest-ing on said spring plank seat portion and upwardly corrugated to interlock with the diagonal reinforcing portions, a spring plate resting on said plank and correspondingly corrugated to interlock therewith and formed with spring positioning portions thereon, a friction cushioning unit disposed on said plate and correspondingly indented to interlock with the corrugations thereon, a plurality of spring units resting on said plate and positioned by means of the positioning portions thereon, and a bolster supported by means of said friction and spring units.

7. In a railway truck, in combination, a side frame formed with a. bolster opening, a nest of bolster springs disposed therein for supporting an associated bolster, and a friction unit for increasing the capacity of said nest of springs, said unit com rising outer friction elements formed wit inclined friction surfaces, intermediate friction elements disposed therebetween and formed with corresponding friction surfaces engaging the friction surfaces on the outer elements, and resilient means positioned between the intermediate friction elements for urging them apart and into engagement with the friction surfaces of the outer elements.

8. In a railway truck, a friction cushioning device for increasing the capacity of the bolster springs comprising outer` friction elements formed with side walls provided with inclined friction surfaces, intermediate friction elements positioned therebetween and formed with correspondingly inclined friction surfaces engaging the friction surfaces on the outer elements, and resilient means positioned between the intermediate .friction elements for urging them apart and into engagement with the friction surfaces on the outer friction elements, the engaging portions of the outer and intermediate friction elements being formed with normally abutting shoulders for interlocking the parts in assembled position.

9. In a railway truck, in combination, a side frame formed with a bolster receiving opening, a nest of-bolster springs in said opening, and a friction unit for increasing the capacity of said nest of springs and acting as a snubber for spring reaction comprising outer friction elements /formed with side walls having inclined friction surfaces thereon, intermediate friction elements positioned therebetween and formed with correspondingly inclined friction surfaces engaging the friction surfaces on the outer elements, the contour of said engaging surfaces being such that when assembled the outer friction element-s are interlocked on the intermediate friction elements, and resilient means positioned between the intermediate friction elements for urging them apart into engagement with the outer friction elements and holding the said outer friction elements in assembled relation.

10. A friction unit for supporting a truck bolster comprising an upper friction element, a lower friction element, intermediate friction elements positioned therebetween, and resilient means disposed between said intermediate friction elements for urging them apart, the engaging surfaces on said outer and intermediate friction elements being each formed with a plurality of friction surfaces spaced to provide interlocking shoulders, whereby the mechanism may be yassembled by pressing the upper and lower friction elements over the ends of the intermediate friction elements until the corcomprising upper and lower housing castings formed with side walls provided with inclined friction surfaces, wedges posltioned therebetween and formed with correspondingly inclined friction surfaces normally engaging the friction surfaces on the housing castings, all of said surfaces being formed with shoulders normally interlocking, whereby the parts are assembled by pressing the housing castings over the ends of the wedges until the corresponding shoulders interlock, and resilient means disposed between said wedges for urging them apart into engagement with the housing castings.

12. In a railway truck, in combination, a

' side frame comprising a compression mem- 20 ber, a tension member, bolster guide columns spacing intermediate portions thereof leaving. a window opening therebetween, that portion of the tension member beneath the window opening being formed for supporting bolster springs, a nest of bolster sprlngs supported thereby, and a friction unit 'associated with said bolstersprings for increasing the capacity thereof, said unit comprising a lower housing casting formed with inclined wall portions providing inclined friction surfaces, an associated bolster, means providing a downwardly openipg pocket adjacent one end of the bolster and functioning as an upper housing casting," wedges positioned therebetween and formed .f with 'correspondingly inclined friction surfaces normally engaging the friction surfaces on the lower housing casting and bolster, and resilient means disposed between said wedges for urging them apart into engagement with the housing castings.

13. In a railway truck, in combination, a side frame comprising a compression member, a tension member, bolster guide columns spacing intermediate portions thereof leaving a window opening therebetween, that portion of the tension member beneath the window opening being formed for supporting bolster sprlngs, a nest of springs supported by means of said tension member, and a friction unit associated with said springs for increasing the capacity thereof, said unit comprising a lower housing, an upv per housing, said upper housing being extended to provide an upper spring cap to rest on the associated springs, the upper surface of said extended housing being properly formed for supporting anti-friction means between an associated .bolster and said housing for permitting lateral motion of said bolster, intermediate friction elementspositioned between said housings, and resilient means dis osed between said intermediate friction efments for urging them apart and into enga ement with the friction surfaces on t e upper and' lower housings.

14. In a railway truck, in combination, a side frame' comprising a tension member having a bolster opening thereabove, the intermediate portion of the tension member .being widened and formed with upwardly and outwardly extending corrugations, and a friction unit for supporting an associated bolster resting on the widened portion of the tension member and formed with notches for interlocking with 'respect to the corrugations of the tension member.

15. In a railway truck, a side frame provided with a bolster opening and` a friction cushioning device supported thereon in said opening, said device comprising upper and lower friction elements formed with side walls having inclined friction surfaces, intermediate friction elements positioned therebetween 'and having correspondingly inclined friction surfaces engaging the friction surfaces on the outer elements, and resilient means positioned between the intermediate friction elements for urging them apart and into engagement with the outer friction elements, the lower friction element and the supporting surface having vprojections extending therebetween for interlocking said cushioning device with respect to the frame.

16. In a railway truck, in combination, a side frame formed with a bolster opening, a nest of bolster springs disposed therein, an associated bolster resting thereon, and a ,friction unit for increasing the capacity of said nest of springs, said unit comprising an upper friction element on which the bottom of the bolster normally rests, a lower friction element supported by means of the frame,

said upper and lower elements being formed y with inclined friction surfaces, intermediate friction elements disposed therebetween and formed with corresponding friction surfaces engaging the friction surfaces on the outer elements, and curved plate springs disposed between the intermediate friction elements for urging them apart and into engagement with the friction surfaces of the outer elements.

17. In a railway truck, in combination, a side frame formed with a bolster opening, and resilient means disposed therein for su porting an associated bolster, said means comprising a lower friction element supported by means of said frame, friction elements disposed between said bolster and lower friction element, said bolster and lower friction element for that purpose being formed with pockets opening toward each other, the side walls of said pockets forming friction surfaces, said intermediate friction elements being formed with corresponding friction surfaces engaging the friction surfaces on the bolster and lower friction element, and resilient means disposed between the intermediate friction elements for urging them apart and into engagement with the bolster and lower friction element.

18. Ina railway truck, in combination, a side frame formed with a bolster opening, resilient means disposed therein for supporting an associated bolster, said means com rising a friction unit involving an upper friction element and a lower friction element, both of said elements having inclined friction surfaces, intermediate friction elements disposed therebetween and formed with corresponding friction surfaces engaging the friction surfaces on the upper and lower elements, resilient means disposed between the intermediate friction elements for urging them apart and into engagement with the friction surfaces on the outer elements, a bolster received in said bolster opening above said upper friction elements, and anti-fric tion means disposed between said bolster and said element for permitting lateral motion therebetween.

19. In combination with a railway truck bolster, a friction unit for supporting an end thereof comprising a lower friction element formed with a pocket opening toward said bolster, said bolster being formed with a corresponding pocket, both pockets having the side walls providing inclined friction surfaces, intermediate friction elements with their ends received in said pockets in engagement with said friction surfaces, and resilient means disposed between said intermediate friction elements for urging them apart.

20. A friction unit for supporting a railway truck bolster comprising an upper friction element, a lower friction element, intermediate friction elements disposed therebetween, and resilient means disposed between said intermediate .friction elements for urging them apart, said upper friction element being provided with an upper wall extended beyond the side walls thereof to provide a seat for anti-friction rollers for permitting relative lateral motion with respect to an associated bolster.

In testimony whereof I aflix my signature.

DONALD S. BARROWS. 

